Engine-governor.



No. 70l,7 62 Patented Inns 3, I902.

' 1 J. F. ONEIL.

ENGINE GOVERNOR.

(Applicatiun filed lfi zly 90, 19012) 3 Sheatr-Shaot I.

(No llodel.) v

Patented June 3, I902.

, J. F. ONEIL.

ENGINE GOVERNOR.

(Application filed Jul go, 190 I 3 Sheets-Sheet 2.

(No Model.)

M MMA%A a MN.

No. 70!,762. v Patented June 3,1902.

' J. F. UNEIL.

ENGINE GOVERNOR.

(Application filed July 20, 1901.) a I (No Modal.) 3 SheetsShe,et 3.

infleiz o Jazz 2 03/852;

UNITED STATES PATENT OFFICE.

JOHN F. ONEIL, OF ST. LOUIS, MISSOURI, ASSIGNOR' OF ONEHALF TO FULTON IRON WORKS, OF ST. LOUIS, MISSOURI, A CORPORATION OF MISSOURI.

ENGINE-GOVERNOR.

SPECIFICATION forming part of Letters Patent No. 701,762, dated June 3, 1902.

Application filed July 20,1901- $0 at whom it may concern.-

Be it known that I, JOHN F.0NEIL, a citizen of the United States, residing atthe city of St. Louis, in the State of Missouri, have invented a certain new and useful Improve-, ment in Engine-Governors, of which the fol lowing is a full, clear, and exact description, reference being "had .to the accompanying drawings, forming part of this specification.

The object of my invention is to provide an engine with an improved machine which will act to check the abnormally high speed of the engine in the event of the main governor sticking or getting out of order and failing to perform its function.

With this object in view my invention consists in features of novelty hereinafter fully described, and pointed out in the claims.

Figure I is a side elevation of an engine provided with my improvement. Fig. II is an enlarged View of the cam-ring of the engine and its adjacent posts. Fig. III is a vertical section taken on line III III, Fig. II. Fig. IV is a section taken on line IV IV, Fig. III. Fig. V is a perspective view of the cam that is carried by the ring to operate the latch-fork through the action of the main governor. Fig. VI is a perspective view of the cam carried by the auxiliary ring, to which my invention relates, to operate the latch-fork through the action of the auxiliary governor. Fig. VII is adetail top viewshowing how my invention can be applied to a double engine. Fig. VIII is a vertical sec-' tion taken on line VIII VIII, Fig. VII. Fig. IX is avertical section taken on line IX IX, Fig. VII.

Referring to the drawings, 1 represents the engine; 2, the dash pots; 3, the exhaustvalves; 4, the inlet-valves; 5, the rockers; 6, the rods and cranks that connect the inletvalves to the pistons of the dash-pots; 7, the rods and cranks that connect one of the rockers to the exhaust-valves; 8, the rods and cranks that connect the other rocker to the inlet-valves; 9, the main governor; 10, the governor-pulley, and 11 the rods and cranks that form the connection between the governor-lever 12 and the respective rings 13,

Serial No. 69,019. (No model.)

that are located on the stems of the inletvalves. All of these parts are well known andreq-uire no detail description.

' It is customary to provide the inlet-valve rings13with cams 13 which when the engine reaches an abnormally high speed come against the latch-forks 14 and move them out of active'position and hold them there until the engine resumes its normal speed. It sometimes happens that the main governor sticks or for other reasons becomes inactive, and in such an event the abnormally high speed of the engine isnot automatically checked, and to provide for such contingencies I supply an auxiliary governor 15, the slide 16 of which is connected to one end of a pivoted bell-crank lever 17 by a link 18. The other end of the bell-crank lever is connected bya rod 20 to one end of a pivoted lever 21, the other-end of which is connected by a rod 22 to a crank 23 on a ring 24, that movably fits within the ring 13 of one of the inlet-valves, the crank 23 extending through a slot 25 in the ring 13. (See Fig. IV.)

26 is a rod that connects the rod 20 or the upper end of the lever 21 with the crank 27 of a ring corresponding to the ring 2& and which fits within the ring 13 of the other inlet-valve.

The rings-24 are provided with cams 28, which when the engine reaches an abnormally high speed come against the forks to move and'hold them out of active position until the speed ofthe engine again becomes normal. It will be understood that the governor. 9 moves the rings 13 to bring the cams 13 into action on the forks 14. in the direction of the-full arrow, Fig. II, While the gov* ernor 15 moves the rings 24. to bringthe cams 28 into action on the forks in the direction of the featherless arrow, Fig. II.

The ring 24 is held in the ring 13 by a plate 80, screwed or bolted to the ring 13, as seen in Fig. III. 31 represents the driving-pulley of the auxiliary governor.

While I have shown and described the rings 13 and 24 as being mounted on the stems of the inlet-valves, yet it is evident that they might be otherwise supported, as there is no operative connection between the inlet-valves and the rings except in that the stems of the former are utilized as supports for the latter.

In Figs. VII, VIII, and IX, I have shown the invention applied to a double engine or two engines acting in unison, 32, forinstance, representing a low-pressure engine, 31 a highpressure engine. The low-pressure engine is provided with a governor 9 of Fig. I and which operates the rods 33 of its engine which correspondwith the rods 11 of Fig. I. This governor also operates a rock-shaft 34., that in turn operates the rods 35 of the highpressure engine, which latter rods also correspond with the rods 11 of Fig. I. The governor of the low-pressure engine thus acts to move the cam-rings 13 of both engines, and to operate the cam-rings 24c of the high-pressure engine I provide this engine with a governor that corresponds to the governor 15 of Fig. I, which governor is connected to a bellcrank lever 36, that corresponds to the lever 17 of Fig. I and which is connected to a rod 36, that corresponds to the rod 20 of Fig. I, the rod 37 being connected up to the camrings 24, the same as rod 20 of Fig. I. The bell-crank lever 35 is loosely supported on the end of the shaft 34.

I claim as my invention 1. An engine having an inlet-valve, a dashpot connected to said valve, suitable latching mechanism engaging said dash-pot, a governor, suitable connection between said governor and latching mechanism for tripping the latter when the engine reaches abnormally high speed; in combination with an auxiliary governor and suitable connection between said auxiliary governor and said latching mechanisms for tripping the latter should said first-named governor fail to act.

2. An engine having an inlet-valve, a dashpot connected to said valve, suitable latching mechanism engaging said dash pot, a governor, a cam-ring adapted to be moved by the said governor to trip the latching mechanism when the engine reaches abnormally high speed; in combination with an auxiliary governor, a cam-ring located within the firstmentioned ring and adapted to be moved by said auxiliary governor to trip the latching mechanism should the first-mentioned governor fail to act.

3. An engine having an inlet-valve, a dashpot connected to said valve, suitablelatching mechanism engaging said dash-pot, a governor, a cam-ring adapted to be moved by the governor to trip the latching mechanism when the engine reaches abnormally high speed; in combination with an auxiliary governor, a cam-ring located Within the first-named ring, an adjustable cam upon said inner ring, said cam adapted to be moved by said auxiliary governor and to trip the latching mechanism should the first-mentioned governor fail to act.

4:. In an engine, the combination of the inlet-valve, governor and dash-pot; with 1atching mechanism engaging said dash-pot and a cam operated by said governor and tripping said latching mechanism to cause the steaminlet valve to shut off the supply of steam when the engine reaches an abnormal rate of speed, of an auxiliary governor and a second cam operated by said auxiliary governor and tripping said latching mechanism in the event that the first-named governor fails to act.

5. In an engine,the combination of an inletvalve, a stem to said valve, a dash-pot connected to said valve, suitable latching mechanism engaging said dash-pot, agovernor, an auxiliary governor, cam-rings, mounted one within the other upon said valve-stem, cams upon said rings adapted to trip said latching mechanism, suitable connection between the first-named governor and the exterior of said rings, whereby when the engine reaches abnormal speed said latching mechanism will be tripped, suitable connection between the auxiliary governor and the interior of said rings whereby said latching mechanism will be tripped if the first-named governor fails to act.

6. In a double engine having a plurality of inlet-valves, a dash-pot connected to each of said valves, suitable latching devices for said dash-pots, a governor, suitable connection between said governor and latching devices for tripping the latter when the engine reaches abnormally high speed, an auxiliary governor, suitable connection between said auxiliary governor and said latching devices for tripping the latter should said first-named governor fail to act.

JOHN F. ONEIL.

In presence of- E. S. KNIGHT, M. P. SMITH. 

